Throttle control device for steam locomotives



June 7, 1949. c. STERN 2,472,176

THROTTLE CONTROL DEVICE FOR STEAM LOCOMOTIVES Filed April 16, 1945 '5Sheets-Sheet 1 INVENTOR Char/es Jzfern June 7, c STERN THROTTLE CONTROLDEVICE FOR STEAM LOCOMOTIVES Filed April 16, 1945 3 Sheets-Sheet 2 O o oINVENTQR O Clvavles Jzfem ATTORNEY June 7, 1949.

C. STERN THROTTLE CONTROL DEVICE FOR STEAM Loc MoTIv s Filed April 16,.1945 3 Sheets-Sheet 3 v QV 0 INVENTOR Char/es Jiern BY 1 ATTORNEY FigJO1 al-Ullsuu null; I ld-IU UNITED STATES PATENT OFFICE THROTTLE CONTROLDEVICE FOR STEAM LOCOMOTIVES Charles Stern, Jersey City, N. J.

Application April 16, 1945, Serial No. 588,670

9 Claims.

This invention relates to throttle control devices for steamlocomotives.

It is well known to be desirable to permit some steam to the cylindersand valve chambers of steam locomotives when the locomotive is coastingor drifting. There is now in use drifting valves or other systems whichprovide for supply of some steam to the steam cylinders and valvechambers while drifting. $uc'h devices are usually expensive andcomplicated, and difiicult to install and maintain. Instead of using adrifting valve, the throttle could be cracked to allow a small supply ofsteam to enter the steam cylinders, valve chambers and superheaterunits. Cracking of the throttle may be accomplished by not fully closingthe throttle but leaving it slightly open.- Thus if the locomotiveengineer when moving the throttle lever toward closing position were tostop the closing movement just before the fully closed position, somesteam would get into the cylinders and valve chambers to preventcarbonization of oil and to cushion the pistons as the locomotivedrifts. Many locomotive engineers either forget to crack the throttle orhave diniculty in gauging the exact point where the throttle should becracked, thereby admitting too little or too much steam. In someinstances the engineers or operators will close the throttle entirelyand then open it a little. This practice is bad because air and gasesare sucked in through the exhaust intothe cylinders and valve chambersdoing the damage in the instant of closure. It is therefore an object ofthis invention to provide a device or the character described havinmeans to momentarily stop the closing movement of the throttle leverjust before full closing position and means to permit full closure ofthe throttle just after the lever is stopped. It is the stopping of thelever which reminds the engineer to hold the lever at that point topermit the locomotive to drift. After the locomotive has drifted, thelever can be fully closed to shut off all supply of steam. In fact, thelever can. be shut offat any time after it is stopped, but the momentarystopping of the lever indicates to the engineer the exact point Wherethe throttle is tobe cracked, and. also forcibl'y reminds him to crackthe throttle.

Another object of this invention is to provide adevi'ce of the characterdescribed which may be applied either to a. horizontal throttle lever ora vertical throttle lever, and means being further provided to adjustthe point at which the lever is momentarily stopped.

Another object of this invention is to provide 2 a device of thecharacter described automatically controlled by air pressure which isavailable in locomotives,

Yet a further object of this invention is to provide a strong anddurable device of the character described which shall be relativelyinexpensive to manufacture, easy to install on a locomotive, which shallbe smooth and positive in operation, and yet practical and eflicientto ahigh degree in use.-

Other objects of this invention will in part be obvious and in parthereinafter pointed out;

The invention accordingly consists in the features of construction,combinations of elements, and arrangement of parts which will be exem=plified in the construction hereinafter described, and of which thescope of application will be indi eated in the following claims.

In the accompanying drawing, in which shown one or the various possibleillustrative em bodiments of this invention,

Fig.- 1 is aqiront elevatiorial view of a device embodying the inventionwith parts broken away and in crossseoti0n;

Fig. 2 is a ciosssectional' view taken on line 2- -2 of Fig. 1;

Fig. 3 is a cross sectional view taken on line 3 3 of Fig. 1;

Fig. 4- is a top plan view showing the application of the control to ahorizontal throttle lever as sembly;

Fig; 5 is a view similar to Fig. l but showing the parts in the positionwhen the throttle is open;

Fig. 6 is a cross sectional view taken on line 6-6 of Fig. 5;

Fig. 7 is an elevational view showing the device applied to a verticalthrottle lever assembly;

Fig. 8 is apartial side elevational view illustrating a modifiedconstruction;

Fig. 9 is a top plan view of the structure shown in Fig. 8;

Fig. 101s a side elevational view oi the structure shown in Fig. 8;

Fig. 11 is an enlarged cross-sectional view taken online H--H of Fig, 8;

Fig. 12 1's across-sectional view taken on line l-2--l2 of Fig. 11; and

Fig. 13 is a partial, vertical cross-sectional view illustrating theadjusting means.

Referring now in detail to the drawing, to designates a horizontalthrottle lever assembly for alocomotive. The same comprises: a bracket Hcarrying avertical pivot pin l2. Fixed to pivot pin [-2 is a throttlelever 13 There is also fixed to pivot pin l2, an arm l4 connected bylink l5 to a rod I6 connected to the throttle. Lever |3 is provided witha usual ratchet release mechanism Upon swinging lever |3 in a clockwisedirection, looking at Fig. 4, the rod I6 is pulled to open the throttle.When lever I3 is returned toward its normal position by swinging thesame in a counterclockwise direction, rod l6 closes the throttle.

In accordance with the present invention there is provided a device tomomentarily stop the lever l3 just before it is fully closed so that theengineer may stop further movement of the lever to permit some steam topass from the throttle to the steam cylinders, valve chambers andsuperheater units, while the train is drifting into the station or atany other point. The device 29 comprises a bracket 2| which may beattached to an arm 22 fixed to the usual guide arm 23 which supports thelever l3. Obviously the bracket 2| may be fixed to any suitable supporton the locomotive. The position of the bracket 2| relative to the leverarm I3 is illustrated in Fig. 4 of the drawing and will be explainedhereinafter.

Bracket 2| comprises a bottom wall 25 having an upstanding wall 26 atone end, and an upstanding wall 21 at its other end. At one side ofbottom wall 25 is an upstanding ear 28. The ear 28 is formed with ascrew threaded opening 29. Screwed thereto is a shaft 39. Shaft 39comprises a cylindrical portion 3| having a reduced screw threadedportion 32 at one end screwed within the opening 29. At the opposite endof cylindrical portion 3| is an enlarged flange 33. The shaft 39 is alsoformed with a hexagonal head 34 to facilitate rotation of the shaft witha wrench.

Mounted on the cylindrical portion 3| of shaft are a Pair of annular camrings 35 and 36 and a fork 31 interposed therebetween. The fork 31 has acentral annular portion 38 journalled on shaft portion 3|, a downwardlyextending arm 39 and a pair of upwardly diverging fingers 49, 4|. Itwill be noted that when the throttle lever I3 is closed, the lever isdisposed between the fingers 40, 4| and in contact with finger 4|. Whenthe throttle lever is moved to open position as shown in Fig. 5, lever 3will contact finger 40 to rotate the fork in a clockwise direction tothe position shown in Fig. 5, thereby permitting the lever to movebeyond finger 40. As the lever I3 is again moved toward closing positionit will pass finger 4|] and engage finger 4| to rotate the fork in aclockwise direction. The annular cam rings 35, 36 as well as annularportion of the fork are formed with aligned through openings to receivepins 44 to attach the cam rings to the fork. Cam ring 36 is formed inits outer surface with a cam groove 36a; whereas the cam ring 35 isformed at its outer surface with a cam groove 35a, for the purposehereinafter appearing. The grooves 35a, 36a. are offset from each otheras shown in the drawing. The cam ring 35 is an intake cam and cam ring35 is an exhaust cam.

Fixed to wall 21 is a valve 50. Valve 55 comprises a body 5| formed witha flange 52 contacting wall 21 and bolted thereto. Body5| is furthermoreformed with a transverse chamber 53 and with a smaller chamber 54aligned with one end of chamber 53. Between chambers 53, 54 is a wall 55formed with a through opening 56. At opening 56 is a valve seat 51facing towards chamber 54. The body 5| is formed with an end wall 58forming one end for chamber 54. The

' can pass to chamber 53.

end wall 58 is formed with a screw threaded opening 53 to receive a plug60. The body is furthermore formed with an end wall 6| forming one endof chamber 53 and with an end wall 62 aligned with wall 55. Walls 55, 52form a wall for chamber 53 opposite to wall 5|. Wall 5| is formed with athrough opening 65 aligned with opening 55. Extending through openings55 and 56 is a valve pin 61. Valve pin 6'! is formed with a head 59adapted to be seated on the seat 57. Interposed between the head 63 andplug 50 is a spring I5 normally urging the head 69 into seated positionon the seat 57. In opening 55 is a stuffing box gland The forward end ofpin 5'! contacts intake cam 35. When the throttle lever l3 is pulled toopen the throttle, pin 5'! rides on cam 36 to open the passage 56.

Wall 6| is formed with a through opening having a. valve seat 15 facingtowards chamber 53. Wall 52 is formed with a screw threaded openingclosed by a screw plug TI. Extending through the opening 15 is a valvepin I8 formed with a valve seat portion 19 adapted to be seated on thevalve seat 16. Interposed between the head 19 and the plug 1'! is anannular compressed spring 39 which normally urges the pin 18 towardsseated position. When the valve 57 is open, pin 18 rides in the groove35a of the exhaust cam 35 and is closed by spring 89.

The top wall 8| of the valve body 5| is formed with an openingcommunicating with chamber 54 to which is connected a pipe or conduit82. Said wall is furthermore formed with an opening communicating withchamber 53 to which is attached a pipe or conduit 83. Air under pressureis supplied to pipe 82. When the valve 61 is closed as shown in Fig. 2,no air under pressure However, when the valve 5'! is open, air underpressure passes from chamber 5 through opening 56 to chamber 53. Whenthe valve 18 is open, air pressure in chamber 53 dissipates throughopening 15 to the atmosphere.

As the throttle lever I3 is moved to the right towards closing position,it will engage finger ii to rotate the fork and the cam rings clockwise,thereby permitting spring 10 to close valve pin 51 and open valve pin18. Such position is shown in Fig. 2 of the drawing.

For the purpose hereinafter appearing, there is mounted on the bottomwall 25 of bracket 2|, a cylinder 90. The bottom wall 25 may be formedwith a pair of longitudinal slots 9|. Cylinder has a flat bottom surface92 formed with threaded openings to receive studs 93 projecting throughthe opening 9|. The cylinder 90 may thus be adjusted longitudinally ofthe bracket. Said cylinder 90 has an end wall 95 at one end formed witha through opening 96. At the other end of the cylinder 90 is a screwthreaded opening 91. Screwed thereto is a plug or cover 98. The pipe 83is connected to the cylinder 90 and communicates with the interiorthereof adjacent its end 98. Within the cylinder is an internal shoulder99. Slidably mounted within the cylin der is a piston I09 provided witha piston rod |9| projecting through the opening 96. The piston rod ||l|is formed with an internal screw threaded opening in which is screwed anadjusting stud I52. The stud I92 has a head I03 adapted to engage thefinger or arm 39 of the fork. Within the cylinder and surrounding thepiston rod H is a coil compression spring I95 which urges the piston tothe left, as shown in Fig. 1 of the drawing.

The operation ofthe device will now be described. The fork 31 and leverI3 are normally in the position shown in Fig. 1. In such position, valvepin 61 is closed, and valve pin I8 is open. Thus the spring I 05 movesthe piston to the left as the pressure from the cylinder BDis exhaustedthrough conduit 83, chamber 53, and passage I5. Pressure from conduit 82passes to chamber 54 but since valve pin 61 is closed, air underpressure cannot pass to chamber 53. When the lever is moved to open thethrottle, the fork moves to the position shown in Fig. 5 thereby openingvalve pin 61 and closing valve pin I8. Air under pressure then passes tochamber 53, through conduit B3, to the cylinder 90 to move the piston Ito the right against the pressure of spring I05. When the lever I3 isagain moved toward closing position, it will engage finger 4| to rotatethe fork in a clockwise direction, but before the throttle is fullyclosed, finger 39 strikes the stud I03 which momentarily stops furthermovement of the lever. In this position, however, valve pin 6'! closes,and valve pin I8 opens so that the supply of pressure to the cylinder isshut, and the compressed air therein escapes through conduit 83 andpassage I5 thereby permitting the spring I05 to move the piston I00 tothe left. The throttle lever may then be moved further toward fullyclosing position at any time after it is stopped.

In Figs. 8 to 12 there is shown a modified form of the fork and cams. Insaid fingers, bracket 2I is illustrated, and the same is shown providedwith an upstanding car 28 formed with a screw threaded opening 29.Screwed thereto is a shaft larged flange I I3 formed with a polygonalknob or head I I 4. Rotatably mounted on the cylindrical portion III isa fork H5. said fork comprises a sleeve IIG rotatably mounted on theshaft portion II I. The sleeve II6 extends from the flange I I3 to car28. Integrally formed with said sleeve is a downwardly projecting fingerII'I disposed centrally of the sleeve. There also extends upwardly fromthe central portion of the sleeve, a pair of diverging fingers H8 andH9. The finger I I9 may extend upwardly above finger II8. Between thefingers IIS and III] is a web portion I formed with a rectangular recessor slot I2I. The slot I2I has a bottom wall or surface I 22. transverseangular groove I26. The web is furthermore formed with a central blindopening I21 communicating with the midportion of the groove I26, for thepurpose hereinafter appearing. Said bottom surface I22 is furthermoreformed on opposite sides of the opening I21 with a pair of parallelscrew threaded openings I28. Rotatably mounted on sleeve I I6 and onopposite sides of the fingers is a pair of cams I30, I3I. Cam I is anintake cam, whereas cam I3I is an exhaust cam. They are formed withgrooves similar to grooves 36a, a. of the cams 36, 35. Said cams arefurthermore formed at part of their outer surfaces, with ratchet teethI30a, I3Ia, respectively. Mounted in the groove I26 is a pawl I35adapted to engage the teeth of the cams I30, I3I.

Within the recess or slot |2I is a block I36 attached to the fork byscrews I31 engaging the threads of the openings I28. The block I36 isSaid bottom Wall I22 is formed with a formed with an angular transversegroove I33 to receive the pawl I35. Within the opening I21 is a coilcompression spring I contacting the underside of the pawl I35. Said pawlmay be formed with a central flat to be engaged by the spring M0. Theposition of the cams may be adjusted by loosening screws I31 to permitlifting of pawl I35 and block I36 by spring I40. After the cams arerotated to the desired angle, the screws may again be tightened so thatthe pawl may engage the teeth of said cams. The position of the camgrooves 36a, 35a, may thus be properly adjusted.

In Fig. 7 there is shown a vertical type throttle lever assembly wellknown in the art. This assembly includes a lever I4I pivoted as at I42.Connected to the lever is a rod I43 which is connected to the throttle.Fixed to the bracket I 44 is an arcuate plate I45 and attached theretois a bracket I46 to which the bracket 2| may be fixed in the positionshown in Fig. 7 with the lever I M between the fingers of the fork.

It will thus be seen that there is provided a device in which theseveral objects of this invention are achieved, and which is welladapted to meet the conditions of practical use.

As various possible embodiments might be 'made of the above invention,and as various changes might be made in the embodiment above set forth,it is to be understood that all matter herein set forth or shown in theaccompanying drawing is to be interpreted as illustrative and not in alimiting sense.

Having thus described my invention, I claim as new and desire to secureby Letters Patent:

1. In combination, a rotatably mounted fork having a pair of divergingfingers, an arm on said fork, a cylinder, a piston within the cylinder,means on the piston to engage said arm, means to supply compressed airto one end of the cylinder to move the piston in one direction to apredetermined position in the path of movement of said arm, spring meansto urge the piston in an opposite direction, and means actuated by thefork to control the supply of compressed air to the cylinder.

2. In combination, a rotatably mounted fork having a pair of divergingfingers, an arm on said fork, acylinder, a piston within the cylinder,means on the piston to engage said arm, means to supply compressed airto one end of the cylinder to move the piston in one direction to apredetermined position in the path of movement of said arm, spring meansto urge the piston in an opposite direction, and means actuated by thefork to control the supply of compressed air to the cylinder, and meansactuated by said fork to permit the exhaust of compressed air from saidcylinder.

3. In combination, a bracket, a shaft on the bracket, a fork rotatablymounted on the shaft, said fork having a pair of diverging fingers, andan arm, a cylinder on said bracket, a piston in the cylinder, means onthe piston to engage said arm, an air valve on said bracket, said airvalve said fork having a pair of diverging fingers, and an arm, acylinder on said bracket, a piston in the cylinder, means on the pistonto engage said arm, an air valve on said bracket, said air valvecomprising a pair of chambers, means to supply compressed air to onechamber, a conduit connecting one end of the cylinder to the otherchamber, a valve pin controlling the passage of air from the firstchamber to the second chamber, a valve pin controlling the exhaust ofair from said second chamber, means on said fork to control said valvepins, and means to adjust the positions of said controlling meansrelative to said fork.

5. In a combination, a bracket having an ear, a shaft mounted on theear, afork comprisingasleeve rotatably mounted on the shaft, a pair ofdiverging fingers projecting upwardly from said sleeve, an armprojecting downwardly from the sleeve, a pair of cam rings rotatablymounted on the sleeve, means to fix said cam rings to said sleeve invarious adjusted positions, means to engage said arm, and meanscontrolled by said cam rings to release said engaging means.

6. In combination with the throttle lever of a steam locomotive, amember adapted to engage opposite sides of the lever, and to be moved inone direction upon moving the lever towards one position, and in anopposite direction upon moving the throttle lever to a second position,means to abut said member when it is moved by the lever as said lever ismoved toward said first position, at a point just short of said firstposition, compressed air means to retain the abutting means in abuttingposition, means controlled by said member to supply compressed air tothe compressed air means, and further to shut ofi supply of compressedair to said compressed air means.

7. In combination with the throttle lever of a steam locomotive, amember adapted to engage opposite sides of the lever, and to be moved inone direction upon moving the lever towards one position, and in anopposite direction upon moving the throttle lever to a second position,means to abut said member when it is moved by the lever as said lever ismoved toward said first position, at a point just short of said firstposition, compressed air means to retain the abutting means in abuttingposition, means controlled by said member to supply compressed air tothe compressed air means, and further to shut off supply of compressedair to said compressed air means, and means controlled by said member toexhaust air under pressure from said compressed air means.

8. Incombinationwith a throttlelever of asteam locomotive, means forstopping the lever, as the lever is moved towards one position, at apoint somewhat short of said position, and means controlled by thestopping means to automatically release said stopping means to permitthe lever to be thereafter moved to said position, and means to regulatethe stopping point for said lever.

9. In combination with a movable member, means for stopping said member,as the member is moved towards one position, at a point somewhat shortof said position, and means controlled by the stopping means toautomatically release said stopping means to permit the member to bethereafter moved to said position, and means to regulate the stoppingpoint for said member.

CHARLES STERN.

REFERENCES CITED The following references are of record in the (.le ofthis patent:

UNITED STATES PATENTS

